Draft-rigging.



PATENTED AUG. 16, 1904.

J. WILLISON.

DRAFT RIGGING.

APPLICATION H1 31) DEC. 26, 1902.

6 SHEBTSSHEET 1- NO MODEL.

WITNESSES No. 767,724. PATENTED AUG. 16, 1904.

J. WILLISON. DRAFT RIGGING.

APPLICATION FILED D30. 26, 1902.

N0 MODEL. 6 SHEETS-SHEET 2.

WII'IISSIS No. 767,724. PATENTED AUG. 16, 1904. J. WILLISON.

DRAFT RIGGING.

APPLICATION FILED D110. 26, 1902.

WITNESSES INVENTOR PATENTED AUG. 16, 1904.

' J. WILLISON.

DRAFT RIGGING.

APPLICATION FILED DEC. 26, 1902.

6 SHEETS-SHEET 4.

N0 MODEL.

rlllllffilllllfllllllllllIl/lllllll rll llllllllllll/l! INVENTOR W 65mm No. 767,724. PATENTED AUG. 16, 1904.

I J. WILLISON. DRAFT RIGGING.

APPLICATION FILED DEG. 26, 1902. NO MODEL.

6 SHEETS-SHEET 6.

WITNESSES mvem'ollr 7 v www PATENTED AUG. 16, 1904.

J. WILLISON. DRAFT RIGGING.

APPLICATION FILED DEC. 26, 1902.

6 SHEETS-SHEET 6.

N0 MODEL.

UNITED STATES Patented August 16, 1904.

JOHN VVILLISON, OF DERBY, ENGLAND.

DRAFT-RIGGING- SPECIFICATION forming part of Letters Patent No. 767,724, dated August 16, 1904.

Application filed December 26, 1902. Serial No. 136,559. (No model.)

To all whom it may concern.-

Be it known that I, JOHN WILLISON, a citizen of England, residing at 31 Clarence road, Derby, in the county of Derby, England, have invented a certain new and useful Draft-Rigging, of which the followingis a specification.

My invention consists in a draft-rigging in Figure 1 is a side elevation of a coupler constructed in accordance with my invention. Fig. 2 is a plan view thereof, partly in horizontal section. cross-sections on the lines III III and IV IV, respectively. Fig. 5 shows in horizontal section the position of the parts when the drawbar is pushed to one side of its central position. Fig. 6 is a plan view, partly in horizontal section, showing the coupler-head pivoted to the shank portion,so as to enable it to be swung out of the way, as shown in dotted lines. Fig. 7 is a front elevation showing the coupler-head swung to one side.

In the drawings which show what I deem to be the preferable form of my invention, a is the shank of the coupler, having attached straps t 6,, which extend backward to a plate 0, or the parts 6 b and 0 may be integral.

d d are the draft-irons, between which the coupler-shank and straps move. part of the straps 6 Z) are longitudinally-sliding friction-shoes c c, to which are pivoted levers f g by pins 6. These levers overlap each other at their inner ends, preferably as shown in Fig. 4. The outer ends of the levers engage as teeth in holes formed in blocks or reinforcements h on the draft-irons and constituting rocking bearings for the levers. The inner ends of the levers are fitted in a block 7'- and are connected by a pin it, which also passes through the block 2', the holes in the levers through which the pin passes being Figs. 3 and 4: are vertical At the rear.

A plate Z is carried by the straps to between the block a and the coupler-shank. Said spring may be a single piece or two springs set side by side or two concentric coils or two coils set in tandem, as well understood. It is peculiar in that it is compressed against a moving part of the draft-rigging instead of being compressed against a fixed follower or stop bearing on the car-frame.

In draft when the coupler-shank moves forward with the straps b b the pivots 6' move with them and carry the levers f 9; but as the short arms of these levers are held by the blocks 7b and cannot advance the long arms are caused to advance through. a greater distance than the pivots and through a greater distance than the coupler-shank, so that they advance the block 2' relatively to the couplershank and compress the spring on.

In bufling when the coupler-shank is moved back the spring is compressed, and as the outer ends of the levers f g are held in the blocks 71 and cannot recede the levers are caused to take an inclined position and, being connected by pin it, act as toggles to press the friction-shoes c 0 against the straps b 6, thus clamping the straps between the shoes and the block and causing a frictional resistance, which aids the bufiing action of the spring.

Referring to Fig. 5, when the coupler-shank is moved laterally in either direction from its central position the relative position of the toggle-levers is changed. If, for example, the coupler and draw-bar be deflected to the right of the end position, the rear of the yoke b approaches the point at which the lever f bears in block it, which is rigid with the draftirons. It follows that the longitudinal distance between a" and j is increased and the end of yoke-strap moves away from friction-block on the side on which is the deflection. In this position of the parts the lever y] is firmly gripped between the stopj and the slot in the block b in the one direction and the part 21 of the block {I in the other direction. The lever f, on the other hand, is urged by the strap 7) bearing against the back end of the friction-shoe a and is resisted by block it and pin b. Thus it happens that the block 6 is urged forward in opposition to the spring on and compresses the latter. When the force by which the draw-bar is deflected is removed, the expansion of the spring m reverses the movement above described and brings back the coupler to the position shown in Fig. 2. The stops J] are made adjustable, so as to cause the coupler to always assume a central position without being affected by Wear or anyinaccuracy in the castings. This adjustment of the stops is important, as any slight variation at the rear of the draw-bar and yoke would result in a serious deflection of the coupler if not corrected. The blocks 0 when the parts are in their normal central position lie in proximity to the yoke I) b and the shoulders 0 ready to act in drawing or to compress the spring when the draw-bar is deflected to one side of a center line. In buffing and draft the force is transmitted directly to the car-frame through the levers which constitute the means for operatively connecting the draft-rigging to the car-frame.

if it is desired to shorten the projection of the coupler beyond the end of the car, this can be done by removing the block a, detaching the bolts which hold the coupler-shank to straps b b, pushing the coupler shank inwardly until the plate Z engages the spring m, and again fixing the straps to fresh holes in the coupler-shank.

In Figs. 6 and 7 I show the coupler-shank formed in two portions, so as to permit the coupler-head a to be swung out of the way and preferably at right angles with the longitudinal axis of the car. The coupler-head a is provided with the shank portion a which is pivoted to the shank a by means of a pin 0 or other suitable means. Secured to the sides of the shank a are plates 1) p, which bear against the rear of the coupler-head a at one end and against the front end of the straps I) b at the other. A clamping-bolt q, having a T-head at one end and a handle 8 at its opposite end, extends through the shank a and the plates 2) p, one of said plates being provided with a slot 2?, adapted to receive the T-head w of the bolt q. A nut 14 is secured within the shank, and by turning the bolt 9 to tighten the plates p p the coupler-head a and shank a are locked in a central position and in line with the central axis of the shank a. When in this position, the parts are in position to operate in a manner similar to that described with reference to Figs. 1 to 5.

To enable the coupler-head to be swung out of the way and substantially parallel to the end sill of the car, the bolt 9 is turned to relieve the clamping action on the plates p p, and when the T-head r registers with the slot 25 the plate may be slipped out of engagement with one of the straps b, after which the coupler-head a and shank a) may be turned upon the pin 0 into the position shown in dotted lines in Fig. 6 and in full lines in Fig. 7, and when turned into this position it is locked against accidental displacement by a pawl e, which engages a notch 20 in the shank (0 Within the scope of my invention the parts of the device may be modified in form and construction in various ways, since What I claim is 1. A draft-rigging having spring mechanism adapted to receive compression in longitudinal motion of the draw-bar, and a connection with said spring adapted to restore the coupler to central position when deflected laterally; substantially as described.

2. A draft-rigging having spring mechanism adapted to receive compression in longitudinal motion of the draw-bar, a block or head bearing against said spring, and a lever having its inner end operated by said block or head, and held at the outer end; substantially as described.

3. A draft-rigginghaving spring mechanism adapted to receive compression in longitudinal motion of the draw-bar, a block or head bearing against said spring, and levers having their inner ends operated by said block or head, and held at the outer ends; substantially as described.

4. Adraft-rigginghavingspring mechanism adapted to receive compression in longitudinal motion of the draw-bar, a block or head bearin g against said spring. and levers having their inner ends operated by said block or head and held by a rocking bearing at the outer ends; substantially as described.

5. A draft-rigging having spring mechanism adapted to receive compression in longitudinal motion of the draw-bar, a block or head bearing against said spring, levers having their inner ends operated by said block or head and held at the outer ends, and friction-shoes connected with said levers, substantially as described.

6. A draft-rigging having spring mechanism adapted to receive compression in longitudinal motion of the draw-bar, a block or head bearing against said spring, levers having inner ends operated by said block or head and held at the outer ends, and stops for the said levers, substantially as described.

7. A d raft-rigging having spring mechanism adapted to receive compression in longitudinal motion of the draw-bar, a block or head bearing against said spring, and levers having inner ends operated by said block or head and held at the outer ends, said levers being pivoted to the block or head by a pin working in larger holes in the levers; substantially as described.

8. In a draft-rigging the combination with a part moving with the draw-bar,friction-shoes, and levers bearing on said moving part, and actuating the friction-shoes, said levers having also stationary bearings on the car-frame; substantially as described.

9. In a draft-rigging, the combination with the draw-bar and yoke, of friction-shoes operating on the yoke and levers actuated by the draw-bar, bearing on the friction-shoes, and having stationary hearings on the car-frame; substantially as described.

10. In a draft-rigging, the combination of a draw bar, a spring, and lever mechanism adapted to move with the draw-bar, said lever mechanism being held and adapted to increase the extent of compression of the spring; substantially as described.

11. In a draft-rigging, the combination of a drawbar, a spring, and lever mechanism adapted to move with the draw-bar said lever mechanism being held and adapted to increase the extent of compression of the spring, said spring being moved with the draw-bar, substantially as described.

12. A draft-rigging having a draw-bar, a spring carried with the draw-bar, and lever mechanism actuated by the draw bar and adapted to compress the spring against a moving part of the draft-rigging, substantially as described.

13. A draft-rigging having a draw-bar, a spring carried with the draw-bar, and lever mechanism actuated by the draw -bar and adapted to compress the spring against a moving part of the draft-rigging, said lever having a stationary bearing on the car-frame; substantially as described.

1 1. A draft-rigging having a draw-bar, a spring carried with the draw-bar, lever mechanism actuated by the draw-bar and adapted to compress the spring against a moving part of the draft-rigging, and friction-shoes actuated by said lever mechanism, substantially as described.

15. A draft-rigging having a draw-bar, and levers operatively connecting the draw-bar directly to the car-frame and adapted to transmit to the latter the force of bufling and draft, substantially as described.

16. A draft-rigging having a draw-bar, comprising a shank, a coupler-head pivoted there.- to, a lock adapted to hold the head in line with the shank in its operative position, and at substantially right angles to the same when in its inoperative position; substantially as described.

17 A draw-rigging having a draw-bar,comprising a shank, a coupler-head pivoted thereto, a lock adapted to hold the head in line with the shank in its operative position, and a second lock arranged to hold said couplerhead, substantially at right angles thereto, substantially as described.

18. A draft-rigginghavinga draw-bar, comprising a shank, a coupler-head pivoted thereto, a clamp adapted to hold the head in line with the shank in its operative position, and a second lock arranged to hold said couplerhead, substantially at right angles thereto, substantially as described.

19. A draft-rigging having a radially-movable draw-bar, comprising a shank, a spring adapted to receive compression in longitudinal movement of the draw-bar, a connection with said spring adapted to restore the coupler to a central position when deflected laterally; a coupler-head pivoted to the forward end of said shank, a lock adapted to hold the head in line with the shank in its operative position and at substantially right angles to said shank in its inoperative position; substantially as described.

20. In a draft-rigging, the combination of a part moving with the draw-bar, a frictionshoe, and a lever, bearing on said moving part and actuating said friction-shoe, said lever also having a stationary bearing on the car-frame; substantially as specified.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

JOHN VVILLISON.

Witnesses:

T. HEATH, E1). STATHAu. 

